Parking brake apparatus and method therefor

ABSTRACT

A parking brake apparatus is provided for a vehicle having components of a parking brake system. The parking brake apparatus comprises a parking brake controller arranged to (i) obtain a first signal indicative of whether a hill start assist system is installed on the vehicle, and (ii) provide one or more control signals to be applied to components of the parking brake system to apply parking brakes when the first signal is indicative of a hill start assist system installed on the vehicle is present and a second signal indicative of the hill start assist system being activated is received.

BACKGROUND

The present application relates to vehicle parking systems, and isparticularly directed to a parking brake apparatus and method therefor,such as for a parking system of a commercial truck.

Vehicle parking systems for commercial trucks are known. One type ofvehicle parking system for trucks is an electronic parking system. Insome electronic parking systems, the parking brake is automaticallyapplied when the truck driver is detected as having exited the driver'sseat but not exiting the truck cab. A seat pressure switch or a seatbelt switch is usually used to detect presence of a person in thedriver's seat. Some trucks include a hill start assist system in whichthe brake is automatically applied when the truck is stopped on anuphill inclined roadway. Accordingly, those skilled in the art continuewith research and development efforts in the field of parking systems ofa vehicle, such as a commercial truck, that has an electronic parkingsystem, and may or may not have a hill start assist system.

SUMMARY

In accordance with one embodiment, a parking brake apparatus is providedfor a vehicle having components of a parking brake system. The parkingbrake apparatus comprises a parking brake controller arranged to (i)obtain a first signal indicative of whether a hill start assist systemis installed on the vehicle, and (ii) provide one or more controlsignals to be applied to components of the parking brake system to applyparking brakes when the first signal is indicative of a hill startassist system installed on the vehicle is present and a second signalindicative of the hill start assist system being activated is received.

In accordance with another embodiment, a parking brake apparatus isprovided for a vehicle having parking brakes and a hill assist systeminstalled on the vehicle. The parking brake apparatus comprises meansfor, when the hill start system is not activated, applying the parkingbrakes after a first predetermined amount of time from when a parkingbrake application signal is received to prevent a vehicle rollaway. Theparking brake apparatus also comprises means for, when the hill startassist system is activated, applying the parking brakes after a secondpredetermined amount of time from when a parking brake applicationsignal is received to prevent a vehicle rollaway, wherein the secondpredetermined amount of time is different from the first predeterminedamount of time.

In accordance with yet another embodiment, a program storage mediumreadable by a computer having a memory is provided. The medium tangiblyembodies one or more programs of instructions executable by the computerto perform method steps for processing signals of a vehicle havingcomponents of a parking brake system. The method comprises the step ofapplying a first parking brake control algorithm when a select one of ahill start assist system, electric powertrain, automated transmission,and advanced driver assistance system is installed on the vehicle. Themethod also comprises the step of applying a second parking brakecontrol algorithm that is different from the first parking brake controlalgorithm when the select one of a hill start assist system, electricpowertrains, automated transmission, and advanced driver assistancesystem is not installed on the vehicle.

In accordance with still another embodiment, a method is provided for avehicle having parking brakes and a parking brake controller. The methodcomprises installing onto the parking brake controller a first parkingbrake control algorithm that has executable program instructions toapply the parking brakes based upon a first predetermined time delay.The method also comprises installing onto the parking brake controller asecond parking brake control algorithm that has executable programinstructions to apply the parking brakes based upon a secondpredetermined time delay that is different from the first predeterminedtime delay. The first parking brake control algorithm and the secondparking brake control algorithm are functionally operable with othercontrollers of the vehicle without having to modify any softwareassociated with the other controllers.

In accordance with another embodiment, a parking brake apparatus isprovided for a vehicle having components of a parking brake system. Theparking brake apparatus comprises a parking brake controller arranged to(i) obtain one or more input signals indicative of one or more actionsfrom one or more vehicle systems other than the parking braking system,and (ii) provide one or more control signals to be applied to componentsof the parking brake system to apply parking brakes based upon anadaptive time delay to prevent a vehicle rollaway when the one or moreinput signals are indicative of the one or more actions meetingrespective one or more predetermined conditions.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a schematic block diagram showing an example parking brakeapparatus constructed in accordance with an embodiment.

FIG. 1B is a schematic block diagram showing an example parking brakeapparatus constructed in accordance with another embodiment

FIG. 2A is a flow diagram depicting an example method of operating theparking brake apparatus of FIG. 1A in accordance with an embodiment.

FIG. 2B is a flow diagram depicting an example method of operating theparking brake apparatus of FIG. 1B in accordance with an embodiment.

FIG. 3 is a flow diagram depicting an example method for applying aparking brake control algorithm of a vehicle having components of aparking brake system in accordance with an embodiment.

FIG. 4 is a flow diagram depicting an example method for a vehiclehaving parking brakes and a parking brake controller in accordance withan embodiment.

DETAILED DESCRIPTION

The present application is directed to a parking brake apparatus for avehicle such as a commercial truck. The specific construction of theparking brake apparatus may vary. It is to be understood that thedisclosure below provides a number of embodiments or examples forimplementing different features of various embodiments. Specificexamples of components and arrangements are described to simplify thepresent disclosure. These are merely examples and are not intended to belimiting.

Referring to FIG. 1A, a schematic block diagram showing an exampleparking brake apparatus 100 a constructed in accordance with anembodiment is illustrated. In FIG. 1A, electrical line connections areshown as solid lines, pneumatic lines connections are shown as dashedlines, and mechanical couplings are shown as double solid lines.

Parking brake apparatus 100 a includes a controller area network (CAN)bus 110 a to which a number of vehicle devices are connected tocommunicate with each other. The CAN bus 110 a may be in a standardizedserial communication format, such as SAE J1939, or in a proprietaryformat. It is conceivable that some or all of the vehicle devices behardwired for communication instead of using the CAN bus 110 a forcommunication.

Vehicle devices that may be connected to the CAN bus 110 a include, butare not limited to, a transmission controller 120 a, a service brakecontroller 130 a, a parking brake controller 140 a, and othercontrollers 170 a. The transmission controller 120 a is in the form ofan electronic controller unit that may provide to the CAN bus 110 a avariety of signals including configuration messages, diagnostic status,clutch status (e.g., open/closed), gear status, andtransmission-specific signals such as “ready to release brakes”.Similarly, the service brake controller 130 a is in the form of anelectronic controller unit that may provide to the CAN bus 110 a avariety of signals including configuration messages, diagnostic status,brake lamp status, service brake pressure, and brake-specific signalssuch an “ok to release brakes” acknowledgement.

The other controllers 170 a may include an engine controller whichcontrols the vehicle engine. As another example, the other controllers170 a include a headway controller, such as used in a radar-basedadaptive cruise control systems.

The parking brake controller 140 a is in the form of an electroniccontroller unit that is arranged to monitor signals on the CAN bus 110 ato provide one or more control signals to apply parking brakes basedupon control logic 200 a that is stored in a data storage unit of theparking brake controller 140 a. In particular, the parking brakecontroller 140 a provides one or more signals on line 142 a to controloperation of parking brake valves 144 a. Compressed air supply 146 aprovides a source of compressed air in line 148 a to parking brakevalves 144 a. Parking brake valves 144 a are controlled by parking brakecontroller 140 a to vary pneumatic pressure in line 150 a to one or morechambers of spring brake chambers 152 a.

More specifically, when the parking brakes of the vehicle are applied,the parking brake controller 140 a provides signals on line 142 a thatare applied to parking brake valves 144 a so as to exhaust air in one ormore chambers of spring brake chambers 152 a. The spring brake chambers152 a are operatively coupled via line 154 a in known manner to parkingbrake springs 156 a. When air in spring brake chambers 152 a isexhausted and system air pressure drops to less than about 45 psi to 60psi, parking brake springs 156 a are activated to apply the vehicleparking brakes, as is known. Structure and operation of parking brakecontroller 140 a and parking brake valves 144 a for controllingoperation of spring brake chambers 152 a and parking brake springs 156 aof the vehicle are conventional and, therefore, will not be furtherdescribed.

Parking brake controller 140 a also provides a number of signals on line158 a to one or a number of driver alerting devices 160 a. The driveralerting devices 160 a may comprise any number of devices that canprovide any combination of signals including a visual signal, an audiosignal, and a haptic signal to alert the vehicle driver. Other devicesthat provide different types of signals to alert the vehicle driver arepossible.

In accordance with an aspect of the present disclosure, the controllogic 200 a enables the parking brake controller 140 a to provide one ormore control signals on line 142 a to apply the parking brakes toprevent a vehicle rollaway when a first signal that is indicative of ahill start assist system installed on the vehicle is detected to bepresent and a second signal that is indicative of the hill start assistsystem being activated is received on the CAN bus 110 a from anotherdevice or controller (e.g., the transmission controller 120 a or theservice brake controller 130 a). The feature of applying the vehicleparking brakes to prevent a vehicle rollaway is referred to herein asthe “anti-rollaway” feature.

A hill start assist system is a driver assistance system in whichapplied service brakes are maintained for a predetermined time period asthe vehicle driver switches from applying pressure to the foot-brakepedal to the foot-gas pedal when the vehicle is on an inclined roadway.When sensors on the vehicle detect that the vehicle is on an incline,the hill start assist system is activated to maintain the service brakesapplied for the predetermined time period. Structure and operation ofhill start assist systems are conventional and, therefore, will not befurther described.

In some embodiments, the first signal is embedded into a memoryassociated with the parking brake controller 140 a, and is thereforeobtained by retrieving the embedded signal. In some embodiments, thefirst signal is provided by another device or controller, and istherefore obtained via the CAN bus 110 a. The parking brake controller140 a is configured and arranged to assume that no hill start assistsystem is installed on the vehicle when a first signal is absent. Thevehicle driver may be provided with an indication that a hill startassist system is installed on the vehicle when the first signal ispresent, and the second signal is obtained from the CAN bus 110 a. Whenthis occurs, the vehicle driver is provided with an indication thereofin the form of a visual signal, an audible signal, or a haptic signal onthe driver alerting devices 160 a.

Referring to FIG. 2A, a flow diagram 200 a depicts an example method ofoperating the parking brake apparatus 100 a of FIG. 1A in accordancewith an embodiment. The flow diagram 200 a is an embodiment of thecontrol logic 200 a shown in FIG. 1A, and will be referred to herein as“control logic 200 a”.

The control logic 200 a in block 210 a begins by making a determinationa as to whether a hill start assist system is installed on the vehicle.As previously described, the control logic 200 a may perform this bylooking at the memory of the parking brake controller 140 a or at theCAN bus 110 a for the first signal that is indicative of a hill startassist system installed on the vehicle. If the determination in block210 a is affirmative (i.e., a hill start assist system is installed onthe vehicle), the process of control logic 200 a proceeds to block 220a. In block 220 a, a determination is made as to whether the hill startassist system is being activated. As previously described, the controllogic 200 a may perform this by looking at the CAN bus 110 a for thesecond signal from another device or controller.

If the determination in block 220 a is affirmative (i.e., the hill startassist system is being activated), the process proceeds to block 230 ain which a first parking brake control algorithm (which may comprise atime-delay based parking brake control algorithm) is invoked. When thisoccurs, the parking brakes are applied after a first predeterminedamount of time has elapsed since when the parking brake controller 140 aobtained both the first and second signals. More specifically, theparking brake controller 140 a executes program instructions of thefirst parking brake control algorithm when the first signal that isindicative of a hill start assist system installed on the vehicle isdetected to be present and the second signal is received. The process ofcontrol logic 200 a then ends.

However, if the determination in block 220 a is negative (i.e., the hillstart assist system is not being activated), the process of controllogic 200 a proceeds to block 240 a in which a second parking brakecontrol algorithm (which may comprise a standard parking brake controlalgorithm) is invoked. When this occurs, the parking brakes are appliedafter a second predetermined amount of time has elapsed since when theparking brake controller 140 a detected only the first signal. Theparking brake controller 140 a executes program instructions of thesecond parking brake control algorithm when the first signal that isindicative of a hill start assist system installed on the vehicle isabsent. The process of control logic 200 a then ends.

The second predetermined amount of time is different from the firstpredetermined amount of time. In some embodiments, the secondpredetermined amount of time is greater than the first predeterminedamount of time. For example, the first predetermined amount of time isabout five (5) seconds and the second predetermined amount of time isabout thirty (30) seconds. In some embodiments, the second predeterminedamount of time may be zero (i.e., no time delay).

Referring to FIG. 1B, a schematic block diagram showing an exampleparking brake apparatus 100 b constructed in accordance with anembodiment is illustrated. In FIG. 1B, electrical line connections areshown as solid lines, pneumatic lines connections are shown as dashedlines, and mechanical couplings are shown as double solid lines.

Parking brake apparatus 100 b includes a controller area network (CAN)bus 110 b to which a number of vehicle devices are connected tocommunicate with each other. The CAN bus 110 b may be in a standardizedserial communication format, such as SAE J1939, or in a proprietaryformat. It is conceivable that some or all of the vehicle devices behardwired for communication instead of using the CAN bus 110 b forcommunication.

Vehicle devices that may be connected to the CAN bus 110 b include, butare not limited to, an engine controller 120 b, a service brakecontroller 130 b, and a parking brake controller 140 b. The enginecontroller 120 b is in the form of an electronic controller unit thatmay provide to the CAN bus 110 b a variety of signals includingconfiguration messages, diagnostic status, engine RPM, engine status,and engine-specific signals such as torque demand. Similarly, theservice brake controller 130 b is in the form of an electroniccontroller unit that may provide to the CAN bus 110 b a variety ofsignals including configuration messages, diagnostic status, brake lampstatus, service brake pressure, and brake-specific signals such an “okto release brakes” acknowledgement.

The parking brake controller 140 b is in the form of an electroniccontroller unit that is arranged to monitor signals on the CAN bus 110 bto provide one or more control signals to apply parking brakes basedupon control logic 200 b that is stored in a data storage unit of theparking brake controller 140 b. In particular, the parking brakecontroller 140 b provides one or more signals on line 142 b to controloperation of parking brake valves 144 b. Compressed air supply 146 bprovides a source of compressed air in line 148 b to parking brakevalves 144 b. Parking brake valves 144 b are controlled by parking brakecontroller 140 b to vary pneumatic pressure in line 150 b to one or morechambers of spring brake chambers 152 b.

More specifically, when the parking brakes of the vehicle are applied,the parking brake controller 140 b provides signals on line 142 b thatare applied to parking brake valves 144 b so as to exhaust air in one ormore chambers of spring brake chambers 152 b. The spring brake chambers152 b are operatively coupled via line 154 a in known manner to parkingbrake springs 156 b. When air in spring brake chambers 152 b isexhausted and system air pressure drops to less than about 45 psi to 60psi, parking brake springs 156 b are activated to apply the vehicleparking brakes, as is known. Structure and operation of parking brakecontroller 140 b and parking brake valves 144 b for controllingoperation of spring brake chambers 152 b and parking brake springs 156 bof the vehicle are conventional and, therefore, will not be furtherdescribed. Parking brake controller 140 b also provides a number ofsignals on line 158 a to a brake status lamp 160 b.

In accordance with an aspect of the present disclosure, the controllogic 200 b enables the parking brake controller 140 b to provide one ormore control signals on line 142 b to apply the parking brakes basedupon an adaptive time delay to prevent a vehicle rollaway when one ormore actions from one or more vehicle systems other than the parkingbraking system meet respective one or more predetermined conditions. Oneor more input signals are indicative of the one or more actions from theone or more vehicle systems other than the parking braking system.

In an example embodiment, the one or more input signals comprise (i) afirst signal indicative of vehicle speed being less than a predeterminedspeed threshold, (ii) a second signal indicative of service brakes ofthe vehicle being applied, and (iii) a third signal indicative ofaccelerator pedal of the vehicle being applied, as will be described inmore detail with reference to FIG. 2B.

Referring to FIG. 2B, a flow diagram 200 b depicts an example method ofoperating the parking brake apparatus 100 b of FIG. 1B in accordancewith an embodiment. The flow diagram 200 b is an embodiment of thecontrol logic 200 b shown in FIG. 1B, and will be referred to herein as“control logic 200 b”.

The control logic 200 b in block 210 b begins by setting a timer equalto zero. Then in block 220 b, a determination is made as to whether theground speed of the vehicle is less than a predetermined speedthreshold. If the determination in block 220 b is negative (i.e., thevehicle speed is not less than the predetermined speed threshold), theprocess of control logic 200 b returns back to block 210 b to reset thetimer to zero. However, if the determination in block 220 b isaffirmative (i.e., the vehicle speed is less than the predeterminedspeed threshold), the process of control logic 200 b proceeds to block230 b.

In block 230 b, a determination is made as to whether the service brakes(e.g., the foot-brake pedal) of the vehicle are applied. If thedetermination in block 230 b is affirmative (i.e., the service brakesare applied), the process of control logic 200 b returns back to block210 b to reset the timer to zero. However, if the determination in block230 b is negative (i.e., the service brakes are not applied), theprocess of control logic 200 b proceeds to block 240 b.

In block 240 b, a determination is made as to whether the acceleratordevice (e.g., the foot-gas pedal) of the vehicle is applied. If thedetermination in block 240 b is affirmative (i.e., the acceleratordevice is applied), the process of control logic 200 b returns back toblock 210 b to reset the timer to zero. However, if the determination inblock 240 b is negative (i.e., the accelerator device is not applied),the process of control logic 200 b proceeds to block 250 b.

In block 250 b, the timer that was set to zero back in block 210 b isincremented. The amount of the time increment may be 0.10 seconds, forexample. A determination is then made in block 260 b as to whether theamount of time in the timer is greater than a predetermined amount oftime delay. The predetermined amount of time delay is an adaptive timedelay that can be either increased or decreased depending upon the typeor types of (i) the one or more input signals, (ii) the one or moreactions and respective one or more predetermined conditions, and (iii)the one or more vehicle systems other than the parking braking system.

If the determination in block 260 b is negative (i.e., the amount oftime in the timer is not greater than the predetermined amount of timedelay), the process of control logic 200 b returns back to block 220 bcontinue monitoring the vehicle speed. However, if the determination inblock 260 b is affirmative (i.e., the amount of time in the timer isgreater than the predetermined amount of time delay), the process ofcontrol logic 200 b proceeds to block 270 b to apply the parking brakes.The process of control logic 200 b then ends.

It should be apparent that the above description of FIGS. 2A and 2Bdescribes the one or more input signals comprising (i) a first signalindicative of vehicle speed being less than a predetermined speedthreshold, (ii) a second signal indicative of service brakes of thevehicle being applied, and (iii) a third signal indicative of anaccelerator device of the vehicle being applied. However, it isconceivable that the one or more input signals comprise (i) a firstsignal indicative of a hill start assist system being present on thevehicle, and (ii) a second signal indicative of the hill start assistsystem being activated. Accordingly, it should also be apparent that theone or more vehicle system other than the parking brake system maycomprise a select one of a hill start assist system, electricpowertrain, automated transmission, and advanced driver assistancesystem.

Referring to FIG. 3 , a flow diagram 300 depicts an example method forapplying a parking brake control algorithm of a vehicle havingcomponents of a parking brake system in accordance with an embodiment.

In block 310, a first parking brake control algorithm is applied when aselect one of a hill start assist system, electric powertrain, automatedtransmission, and advanced driver assistance system is installed on thevehicle. The process then proceeds to block 320. In block 320, a secondparking brake control algorithm that is different from the first parkingbrake control algorithm is applied when the select one of a hill startassist system, electric powertrain, automated transmission, and advancedriver assistance system is not installed on the vehicle.

In some embodiments, the first parking brake control algorithm comprisesa first time-delay based parking brake control algorithm, and the secondparking brake control algorithm comprises a second time-delay basedparking brake control algorithm.

In some embodiments, the select one of a hill start assist system,electric powertrain, automated transmission, and advanced driverassistance system comprises an interface device to the parking brakesystem.

Referring to FIG. 4 , a flow diagram 400 depicts an example method for avehicle having parking brakes and a parking brake controller inaccordance with an embodiment.

In block 410, a first parking brake control algorithm is installed ontoa parking brake controller of the vehicle. The first parking brakecontrol algorithm has executable program instructions to apply theparking brakes based upon a first predetermined time delay. The processproceeds to block 420.

In block 420, a second parking brake control algorithm is installed ontothe parking brake controller of the vehicle. The second parking brakecontrol algorithm has executable program instructions to apply theparking brakes based upon a second predetermined time delay that isdifferent from the first predetermined time delay. The first parkingbrake control algorithm and the second parking brake control algorithmare functionally operable with other controllers of the vehicle withouthaving to modify any software associated with the other controllers. Theprocess then ends.

In some embodiments, the first predetermined time delay is associatedwith activation of a hill start assist system on the vehicle, and thesecond predetermined time delay is associated with non-activation of thehill start assist system on the vehicle. In some embodiments, the secondpredetermined time delay may be zero (i.e., no time delay).

A number of advantages result by providing a vehicle with theabove-described parking brake apparatus 100 a of FIG. 1A and the parkingbrake apparatus 100 b of FIG. 1B to provide the anti-rollaway feature.One advantage is that the anti-rollaway feature on the vehicle isactivated and functions as desired to prevent a vehicle rollaway evenwhen the vehicle driver leaves the vehicle seat but does not exit thevehicle cab. Accordingly, no seat pressure switch and no seat beltswitch are required on the vehicle to implement the anti-rollawayfeature of the present disclosure. The result is material-cost savingssince the vehicle does not have to be upgraded with an expensive seatpressure switch and/or seat belt switch.

Another advantage is that no software-integration work (e.g., analyzingembedded software, developing unique two-way communication protocols,etc.) between different controllers is required to implement theanti-rollaway feature of the present disclosure. This is because nomodification of the software on other controllers and other devices isneeded to implement the anti-rollaway feature.

Less requirements for certain hardware (e.g., no seat pressure switchand no seat belt switch) and less requirements for application softwaredevelopment means both lower material-costs and lower labor-costs. Theresult is lower total production costs for implementing theanti-rollaway feature of the present disclosure.

It should be apparent that the algorithms associated with the parkingbrake apparatus of FIG. 1 are integrated into a practical application ofimplementing an adjustable (i.e., an increasing up or a decreasing down)time-delay based anti-rollaway feature for vehicles. By providing anadjustable time-delay based anti-rollaway feature on a vehicle, thevehicle is able to perform optimally according to the features that areinstalled on the vehicle.

Program instructions for enabling each of the parking brake controllers140 a, 140 b (FIGS. 1A and 1B, respectively) to perform operation stepsin accordance with corresponding flow diagrams 200 a, 200 b (FIGS. 2Aand 2B, respectively) may be embedded in memory internal to parkingbrake controllers 140 a, 140 b. Alternatively, or in addition to,program instructions may be stored in memory external to parking brakecontrollers 140 a, 140 b. As an example, program instructions may bestored in memory internal to a different electronic controller unit ofthe vehicle. Program instructions may be stored on any type of programstorage media including, but not limited to, external hard drives, flashdrives, and compact discs. Program instructions may be reprogrammeddepending upon features of the particular electronic controller unit.

Aspects of disclosed embodiments may be implemented in software,hardware, firmware, or a combination thereof. The various elements ofthe system, either individually or in combination, may be implemented asa computer program product tangibly embodied in a machine-readablestorage device for execution by a processor. Various steps ofembodiments may be performed by a computer processor executing a programtangibly embodied on a computer-readable medium to perform functions byoperating on input and generating output. The computer-readable mediummay be, for example, a memory, a transportable medium such as a compactdisk or a flash drive, such that a computer program embodying aspects ofthe disclosed embodiments can be loaded onto a computer.

Although the above description describes use of one parking brakecontroller, it is conceivable that any number of electronic controllerunits may be used. Moreover, it is conceivable that any type ofelectronic controller unit may be used. Suitable electronic controllerunits for use in vehicles are known and, therefore, have not beendescribed. Accordingly, the program instructions of the presentdisclosure can be stored on program storage media associated with one ormore vehicle electronic controller units.

While the present invention has been illustrated by the description ofexample processes and system components, and while the various processesand components have been described in detail, applicant does not intendto restrict or in any way limit the scope of the appended claims to suchdetail. Additional modifications will also readily appear to thoseskilled in the art. The invention in its broadest aspects is thereforenot limited to the specific details, implementations, or illustrativeexamples shown and described. Accordingly, departures may be made fromsuch details without departing from the spirit or scope of applicant'sgeneral inventive concept.

What is claimed is:
 1. A parking brake apparatus for a vehicle havingcomponents of a parking brake system, the parking brake apparatuscomprising: a parking brake controller arranged to (i) obtain a firstsignal indicative of whether a hill start assist system is installed onthe vehicle, and (ii) provide one or more control signals to be appliedto components of the parking brake system to apply parking brakes whenthe first signal is indicative of the hill start assist system installedon the vehicle is present and a second signal indicative of the hillstart assist system being activated is received, wherein the parkingbrake controller is arranged to (i) execute program instructions of atime-delay based parking brake control algorithm when the first signalis indicative of the hill start assist system installed on the vehicleis present and the second signal is received, and (ii) execute programinstructions of a standard parking brake control algorithm when thefirst signal that is indicative of the hill start assist systeminstalled on the vehicle is absent.
 2. A parking brake apparatusaccording to claim 1, wherein (i) the first signal is embedded into amemory associated with the parking brake controller, and (ii) the secondsignal is received from a controller other than the parking brakecontroller.
 3. A parking brake apparatus according to claim 1, whereinthe parking brake controller is arranged to assume that no hill startassist system is installed on the vehicle when the first signal isabsent.
 4. A parking brake apparatus according to claim 1, wherein theparking brake controller is arranged to provide the vehicle driver withan indication that the hill start assist system is installed on thevehicle when the first signal is indicative of the hill start assistsystem installed on the vehicle is present and the second signal isreceived.
 5. A parking brake apparatus according to claim 4, wherein theindication to the vehicle driver is in the form of at least one of avisual signal, an audible signal, and a haptic signal.
 6. A programstorage medium readable by a computer having a memory, the mediumtangibly embodying one or more programs of instructions executable bythe computer to perform method steps for applying a parking brakecontrol algorithm of a vehicle having components of a parking brakesystem, the method comprising the step of: applying a first parkingbrake control algorithm when a select one of a hill start assist system,electric powertrain, automated transmission, and advanced driverassistance system is installed on the vehicle and a second signalindicative of the hill start assist system being activated is received;and applying a second parking brake control algorithm that is differentfrom the first parking brake control algorithm when the select one ofthe hill start assist system, electric powertrain, automatedtransmission, and advanced driver assistance system is not installed onthe vehicle.
 7. A program storage medium according to claim 6, wherein(i) the first parking brake control algorithm comprises a firsttime-delay based parking brake control algorithm, and (ii) the secondparking brake control algorithm comprises a second time-delay basedparking brake control algorithm.
 8. A program storage medium accordingto claim 6, wherein the system installed on the vehicle comprises thehill start assist system.